Seat post head assembly

ABSTRACT

A seat post head assembly is disclosed. The assembly includes a housing coupled to a seat post, the housing including a cylindrical bore, and a first and second threaded chamber. A rotatable core is inserted into and rotates within the cylindrical bore, the rotatable core including a seat rail clamp assembly to fixedly clamp a set of seat rails and provide independent adjustment of a fore-aft location of the seat without affecting a pitch of the seat. The assembly additionally includes a first threaded member that threads into the first threaded chamber, contacts the rotatable core, and adjusts the pitch of the seat without affecting the fore-aft location of the seat. The assembly also includes a second threaded member that threads into the second threaded chamber, contacts a different portion of the rotatable core, and provides a physical hard stop against a change in the pitch.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a Continuation of and claims benefit of U.S. patentapplication Ser. No. 15/938,941, filed Mar. 28, 2018, entitled “SEATPOST HEAD ASSEMBLY” by Evan Michael Choltco-Devlin et al., assigned tothe assignee of the present application, having Attorney Docket No.FOX-2017-09US, which is herein incorporated by reference in itsentirety.

The application with Ser. No. 15/938,941 claims benefit of U.S.Provisional Patent Application Ser. No. 62/508,649, filed May 19, 2017,entitled “SEAT COUPLING AND ADJUSTMENT SYSTEM” by Evan MichaelCholtco-Devlin et al., assigned to the assignee of the presentapplication, having Attorney Docket No. FOX-2017-09.PRO, which is hereinincorporated by reference in its entirety.

FIELD OF THE INVENTION

Embodiments of the invention generally relate to systems for adjusting alocation and an orientation of a seat coupled to a seat head assembly.

BACKGROUND

Seat and seat orientation is an important part of a vehicle (such as abicycle, unicycle, tricycle, and the like) setup. If the seat is too farforward, a rider sitting on the seat will feel crowded, or unstable.Similarly, if the seat is too far back, the rider on the seat would feeluncomfortable based on the reach requirement. Moreover, if the seat ispitched too far forward (or too far backward) it will cause unduediscomfort for the rider. Additionally, what would be considered a goodset-up for one rider would likely feel uncomfortable for another rider.As such, there are no universal seat geometry settings, instead the seatsettings are user specific. Because the settings are user specific,there are a number of different seat post head assemblies.

BRIEF DESCRIPTION OF THE DRAWINGS

Aspects of the present invention are illustrated by way of example, andnot by way of limitation, in the accompanying drawings, wherein:

FIG. 1A is a perspective view of a seat, in accordance with anembodiment.

FIG. 1B is a perspective view of an exemplary system for coupling theseat of FIG. 1A to a seat tube of a vehicle, in accordance with anembodiment.

FIG. 2 is an exploded perspective view of the system of FIG. 1B, inaccordance with an embodiment.

FIG. 3 front side view of a housing of the system of FIG. 1B, inaccordance with an embodiment.

FIG. 4 is left side view of the housing of FIG. 3, in accordance with anembodiment.

FIGS. 5A and 5B are cross-sectional views of the housing looking intoplane V of FIG. 3, in accordance with an embodiment.

FIGS. 6A and 6B are cross-sectional views of the housing looking intoplane VI of FIG. 4, in accordance with an embodiment.

FIG. 7 is a left side view of a housing of another exemplary system forcoupling the seat of FIG. 1B to a seat tube of a vehicle, in accordancewith an embodiment.

FIG. 8 is a cross-sectional view of the housing looking into plane VIIIof FIG. 7, in accordance with an embodiment.

FIG. 9 is an exploded perspective view of a modified system of FIG. 1B,in accordance with an embodiment.

FIG. 10 is a left side view of a rear offset housing of anotherexemplary system for coupling the seat of FIG. 1B to a seat tube of avehicle, in accordance with an embodiment.

FIG. 11 is a left side view of a no offset housing of another exemplarysystem for coupling the seat of FIG. 1B to a seat tube of a vehicle, inaccordance with an embodiment.

FIG. 12 is a cross-sectional view of the modified housing looking intoplane VI of FIG. 4, in accordance with an embodiment.

The drawings referred to in this description should be understood as notbeing drawn to scale except if specifically noted.

DESCRIPTION OF EMBODIMENTS

The detailed description set forth below in connection with the appendeddrawings is intended as a description of various embodiments of thepresent invention and is not intended to represent the only embodimentsin which the present invention is to be practiced. Each embodimentdescribed in this disclosure is provided merely as an example orillustration of the present invention, and should not necessarily beconstrued as preferred or advantageous over other embodiments. In someinstances, well known methods, procedures, and objects have not beendescribed in detail as not to unnecessarily obscure aspects of thepresent disclosure.

Terminology

In the following discussion, a number of terms and directional languageis utilized. Although the technology described herein is useful on anumber of vehicles that have an adjustable seat, a bicycle will be usedto provide guidance for the terms and directional language.

The term “seat tube” refers to a portion of a frame to which a seat postis attached.

In general, a bicycle has a front (e.g., the general location of thehandlebars and the front wheel) and a rear (e.g., the general locationof the rear wheel). For purposes of the discussion the front and rear ofthe bicycle can be considered to be in a first plane. A second planethat is perpendicular to the first plane would be similar to anexemplary flat plane of the ground upon which the bicycle is ridden.

For purposes of the following discussion, movement in a fore or forwarddirection is movement toward the front of the bicycle and movement in anaft or rearward direction is movement toward the rear of the bicycle,e.g., movement that is in the same first plane. Further, the fore-aftmovement of the seat refers to the movement of the seat with respect toa central axis of the seat tube of the bicycle.

For example, if the center of the seat were initially located directlyabove the central axis of the seat tube, a fore movement of the seatwould move the center of the seat somewhat in front of the central axisof the seat tube. Conversely, an aft movement of the seat would move thecenter of the seat into a position somewhat behind the central axis ofthe seat tube. In the present discussion, a fore-aft movement of theseat does not modify a pitch of the seat.

In the following discussion, the pitch of the seat refers to theexemplary horizontal plane drawn from the front of the seat to the backof the seat. For example, if the seat is mounted to the seat post headwith a zero degree pitch, the front of the seat and the back of the seatwould rudimentarily be in a horizontal plane having a parallelorientation with the exemplary flat plane of the ground as describedabove.

An upward pitch of the seat would occur when the seat rotates about theseat post head such that the front of the seat is higher (e.g., furtherfrom the ground plane) while the rear of the seat is lower (e.g., closerto the ground plane). In an upward pitch scenario, the seat plane wouldno longer be parallel with the flat plane of the ground but wouldinstead intersect the ground plane at some location aft of the seat posthead.

In contrast, a downward pitch of the seat would occur when the seatrotates about the seat post head such that the front of the seat islower (e.g., closer to the ground plane) while the rear of the seat ishigher (e.g., further from the ground plane). In a downward pitchscenario, the seat plane would no longer be parallel with the flat planeof the ground but would instead intersect the ground plane at somelocation forward of the seat post head.

In the present discussion, a seat pitch adjustment does not modify thefore-aft position of the seat.

Overview

Seat posts are adjustable for fore/aft position and pitch adjustment ofthe seat. The adjustments can be for personal preferences, differentbike geometries, different user geometries, different terrain, differentperformance characteristics, and the like. For example, a tall riderwould prefer a further aft seat position than a shorter rider on thesame bike. Similarly, a rider would likely prefer a first seat pitchwhen riding a bike on a road and a second seat pitch when riding thesame bike on a BMX track.

The following discussion provides a novel solution for a seat post headthat includes the ability to allow “infinite” (un-indexed), adjustmentof a seat's fore-aft position while also allowing “infinite”(un-indexed), adjustment of the seat's pitch, independent of oneanother. Moreover, the solution provides a mechanical stop for pitchadjustment such that accidental seat pitch movement is significantlyreduced or even removed in normal and higher-than-normal seat loadingscenarios.

In one embodiment, the seat post head assembly includes a housing on topof a seat post, the housing having a cylindrical bore therethrough, afirst threaded chamber, and a second threaded chamber. In oneembodiment, a rotatable core is inserted into the cylindrical bore and asingle bolt/nut runs parallel to the main cylindrical bore axis thoughthe rotatable core to clamp the seat rail for fore-aft position settingsand adjustments only. For independent adjustment of seat pitch, therotatable core can rotate within the cylindrical bore. In oneembodiment, the pitch is adjusted by loosening/tightening threadedfasteners passing through the first and second threaded chambertransverse to the main cylindrical bore axis. In one embodiment, thefasteners are inserted in nominally the same direction, but act onopposite tangencies of the rotatable core. In so doing, thecounteracting fasteners can cause the rotatable core to displace orpartially expand in diameter which provides stability and accommodationof manufacturing and assembly tolerances to eliminate play. Further, thecounteracting fasteners will prevent lateral movement of the rotatablecore within the cylindrical bore.

In another embodiment, the fasteners are inserted in any orientationthat provides opposite loading of the fasteners with respect to therotatable core within the cylindrical bore. Moreover, the use of twofasteners providing opposite loading to the rotatable core help preventunwanted pitch movement under normal and high load conditions.

In one embodiment, the seat rails are clamped by bolts threaded directlyto the rotatable core. Moreover, as described herein, the rail clamp isremoved from the rotatable core for reversal and offset change. Inanother embodiment, the inner clamp halves are integral to the rotatablecore instead of separate components.

Furthermore, in one embodiment, the disclosed features induce aflex/expansion of the rotatable core within the cylindrical bore of thehousing to fill space (or increase the friction) between the outer wallof the rotatable core and the inner wall of the cylindrical bore createdby manufacturing and/or assembly tolerances. This flex/expansion reducesor even eliminates play and/or rattle between the rotatable core and thecylindrical bore in the seat post head assembly.

Thus, the system allows for independent adjustment of a fore-aftposition of the seat without affecting a pitch of the seat and alsoallows for independent adjustment of the pitch of the seat withoutaffecting the fore-aft position of the seat. Moreover, the pitchposition of the seat is backed by the physical hard stop, of both pitchfasteners acting together to provide increased support against pitchslip of the seat in both the upward and downward direction even when ahard force is applied to the seat.

Discussion

FIG. 1A illustrates an exemplary seat 10 including a platform 12 forsitting and a first rail 110 a and a second rail 110 b (collectivelyrails 110). The seat 10 is for a bicycle or another vehicle. Referringnow also to FIG. 1B, an exemplary system 100 for coupling and adjustinga position of the seat 10 relative to the vehicle is shown. The system100 includes a housing 102 which is barrel-shaped and a seat post 104configured for coupling with the vehicle. The seat post 104 is, forexample, configured for coupling with a seat tube 20 as shown in FIG. 2.The system 100 further houses a rotatable core 106, a first outer seatrail clamping member 108 a and a second outer seat rail clamping member108 b (collectively outer clamping members 108), clamping adjustmentmembers 112 (to adjust and maintain fore-aft seat position), and firstthreaded member 114 and second threaded member 116 (to adjust andmaintain seat pitch). Together, the system 100 enables independentpositioning of an angle α of the seat platform 12 relative to the seatpost 104 and a seat fore-aft position relative to the vehicle.

In one embodiment, seat post 104 and housing 102 are formed as a singlecomponent. In another embodiment, seat post 104 and housing 102 consistof two or more distinct and/or different components. Further, seat post104 and housing 102 are formed of the same materials, formed ofdifferent materials, etc. The materials include a group of materialssuch as, but not limited to, a metal, a composite, a combination of bothmetal and composite parts within each part, and the like. The metaloptions include, but are not limited to, steel, aluminum, titanium, andthe like. The composite materials include carbon based composites,plastics, and the like.

For example, an aluminum housing 102 and an aluminum seat post 104, atitanium housing 102 and a carbon seat post 104, a carbon housing 102and a titanium seat post 104, a carbon housing 102 and a steel seat post104, etc. Similarly, there can be other materials utilized such ascarbon/metal mix (amalgamation, etc.) For example, housing 102 consistof a carbon body with metal inserts for the openings, etc.

FIG. 2 is an exploded view of the system 100 of FIG. 1B. The housing 102includes a cylindrical bore 103 for receiving the rotatable core 106. Inone embodiment, the rotatable core 106 has a cylindrical shape. In oneembodiment, the rotatable core 106 has an elongated cylindrical shape.The cylindrical bore 103 is extended orthogonally relative to the seatpost 104 or seat tube 20. The rotatable core 106 can freely rotatewithin the cylindrical bore 103. The rotatable core 106 includes asubstantially cylindrical profile with an opening or passageway throughthe axial center. Along a peripheral wall of the rotatable core 106, acentering member 105 sits within a recess 107 and cooperate with thefirst threaded member 114 to keep the rotatable core 106 from axialmovement along a first axis 222 (shown in FIG. 3), about which therotatable core 106 rotates. A pair of end plates 109 serves to cap offthe assembled core and housing 102 to prevent intrusion of dirt anddebris.

Continuing now also with FIG. 3, additional features of the system 100include first inner seat rail clamp 118 a and second inner seat railclamp 118 b (collectively inner clamping members 118) for securing therails 110 of the seat 10. The outer clamping members 108 are adjusted toclamp down on the rails 110 and secure the rails 110 in a desiredposition. Clamping adjustment members 112 extend through openings in theouter clamping members 108. The clamping adjustment members 112 includean adjustable length and extend through a first opening 122 (firstopening 122 is shown occupied by clamping adjustment members 112 inFIGS. 6A and 6B) extending through the outer clamping members 108, therotatable core 106, and the end plates 109 along the first axis 222 thatis transverse to a plane V.

For example, the clamping adjustment members 112 include a firstclamping adjustment member 112 a and a second clamping adjustment member112 b as shown in FIG. 2. In one embodiment, the first clampingadjustment member 112 a is an exteriorly threaded fastener and thesecond clamping adjustment member 112 b is an interiorly threadedsleeve. As such, a clamp force is generated as the exteriorly threadedfastener is rotated inward into the interiorly threaded sleeve.

The clamping adjustment member 112 is used to simultaneously adjust aclamping force of the outer clamping members 108 to retain the rails 110in the desired position by pulling the outer clamping members 108towards the inner clamping members 118 to create a generally axiallyrigid construct.

In another embodiment (shown in FIG. 12), rotatable core 106 includes aninternally threaded inner diameter 1205 therein while both firstclamping adjustment member 112 a and second clamping adjustment member112 b are exteriorly threaded fasteners. Thus, each of the firstclamping adjustment member 112 a and the second clamping adjustmentmember 112 b are individually tightened to provide the clamping force ofthe outer clamping members 108 while the rotational aspects of rotatablecore 106 remain encumbered.

Looking now also to FIGS. 5A and 5B, additional features of the system100 are more clearly shown in cross-sectional views looking into theplane V of FIG. 3. The first threaded member 114 and second threadedmember 116 are disposed within a first threaded chamber 124 and a secondthreaded chamber 126. The first threaded chamber 124 and the secondthreaded chamber 126 pass though one side of the housing 102 and intothe cylindrical bore 103 (e.g., first threaded chamber 124 and thesecond threaded chamber 126 intersect the cylindrical bore 103). Thefirst threaded member 114 and/or second threaded member 116 includebolts or screws that extend through the first threaded chamber 124 andsecond threaded chamber 126 to engage features within the housing 102that adjust and retain the seat angle α. Rotatable core 106 furtherincludes a base portion 128, a displaceable portion 130, and an endportion 132 on a terminal end of the displaceable portion 130.Displaceable portion 130 includes an elastically displaceable material.

The first threaded member 114 extends through the first threaded chamber124 and into an interior portion of the housing 102. The first threadedmember 114 is rotated by applying force to a drive end to advance alonga second axis 224 into and out of the interior portion. The firstthreaded member 114 includes a second end that engages the end portion132 of the rotatable core 106.

The second threaded member 116 extends through second threaded chamber126 and into the interior portion of the housing 102. The secondthreaded member 116 is rotated by applying force to a drive end toadvance along a third axis 226 into and out of the interior portion. Thesecond threaded member 116 includes a second end that engages the baseportion 128 of the rotatable core 106. The first axis 222 is transverseto both the second axis 224 and the third axis 226. The second axis 224and the third axis 226 is tangential to a rotational path of therotatable core 106 about the first axis 222. The second axis 224 andthird axis 226 is co-linear, parallel, orthogonal, or any other anglenecessary to engage the end portion 132 of the rotatable core 106.

Advancing second threaded member 116 inwardly in the direction A to locka position of the rotatable core 106 from further rotation in theclock-wise direction of arrow B. Advancing the first threaded member 114inwardly in the direction C to further restrict movement of therotatable core 106 from further rotation in the counter-clockwisedirection of arrow B.

Thus, by moving the first threaded member 114 and the second threadedmember 116 into or out of their associated chambers the rotation ofrotatable core 106 within cylindrical bore 103 can be adjusted. Byadjusting the rotation of rotatable core 106, the pitch of the seat 10is adjusted. Moreover, since it is the rotation of rotatable core 106that is adjusted to modify the pitch, it can be adjusted withoutaffecting the fore-aft location of the seat 10. After the pitch is setat the desired angle, the first threaded member 114 and the secondthreaded member 116 are tightened against rotatable core 106. In sodoing, first threaded member 114 and second threaded member 116 willprovide a physical hard stop against a change in the pitch of seat 10 ineither direction.

In one embodiment, rotatable core 106 has a cylindrical G-shape, e.g., athinner displaceable portion 130 as shown in FIG. 5A which has materialremoved to save weight and to provide a relative flex to allow rotatablecore 106 to displace into the inside diameter of housing 102 to reduceplay. Moreover, as one or both of first threaded member 114 and secondthreaded member 116 are tightened against rotatable core 106, the entireoutside diameter of rotatable core 106 will displace a portion ofrotatable core 106 within housing 102 thereby increasing friction,reducing play, and providing a pressure fit, etc., In one embodiment,using the expansion capabilities reduces the need to add any additionalbearings, etc.

For example, the first threaded member 114 contacts the first portion ofthe rotatable core 106 at either a top portion of the cylindricalG-shape opening or a bottom portion of the cylindrical G-shape opening.Similarly, the second threaded member 116 contacts the second portion ofthe rotatable core 106 at whichever of the top portion of thecylindrical G-shape opening or the bottom portion of the cylindricalG-shape opening is not contacted by the first threaded member 114. Thefirst threaded member 114 and the second threaded member 116 displace anouter diameter (OD) of the rotatable core 106 within the cylindricalbore 103 when they are in contact with the rotatable core 106.

For example, as shown in FIG. 5B, first threaded member 114 coversdistance C and is in contact with end portion 132 to establish thepitch. Second threaded member 116 is then advanced inwardly in thedirection A until contact is made with base portion 128. At that point,the pitch is set and a hard stop is provided in either direction ofpitch rotation by first threaded member 114 and second threaded member116. If, after making contact with base portion 128, second threadedmember 116 is advanced further inward in direction A, second threadedmember 116 will cause a small expansion of the base portion 128 in adirection D, substantially parallel to the direction A causing thedisplaceable portion 130 to displace radially outward from the firstaxis 222 (of FIG. 3) in the direction E. The displaceable portion 130,thus, allows the rotatable core 106 to displace radially outward to“fill-up” or frictionally engage the cylindrical bore 103, therebyproviding better stability, accommodate ease of assembly, and decreasemanufacturing tolerances. A similar expansion will occur if firstthreaded member is moved further inward (tightened) in the C direction,or if both first threaded member 114 and second threaded member 116 aretightened against rotating member 106.

Retracting first threaded member 114 and/or second threaded member 116allows the displaceable portion 130 to return to its original radius dueto the elastic property of the material. Further retracting the firstthreaded member 114 and/or second threaded member 116 allows therotatable core 106 to freely rotate in either rotational direction B toprovide an infinite” (un-indexed) adjustment capability of the pitch ofattached seat 10.

FIG. 4 illustrates a side view of the system 100 with a plane VI passingthrough approximately the center of the housing 102, bisecting clampingadjustment members 112. In FIG. 4, a configuration for the outerclamping members 108 and inner clamping members 118 is shown. Ingeneral, the outer clamping members 108 and inner clamping members 118are arranged to provide a seat post head offset of the seat in an aftdirection. The seat post head offset is measured as the total distancefrom a midpoint M of the outer clamping members 108 to a centerline C ofseat tube 20 or seat post 104.

For example, in one embodiment, there is a backward offset of 20 mm fromthe central axis of the seat post 104 to first inner seat rail clamp 118a and second inner seat rail clamp 118 b. That is, there is a 10 mmrearward offset (toward the rear of the bike assembly, e.g., away fromthe handlebars) between the central axis of seat post 104 (e.g.,centerline C of seat tube 20) and a central axis VI of rotatable core106 and then another 10 mm rearward offset between the central axis VIof rotatable core 106 and the center axis of the rails clamps, (e.g.,midpoint M). The sum of the two offsets provides a 20 mm rearward offsetfrom the central axis of seat post 104 (e.g., centerline C) and thecentral axis of first inner seat rail clamp 118 a and second inner seatrail clamp 118 b (e.g., midpoint M).

Referring now to FIGS. 6A and 6B, operation of the clamping adjustmentmembers 112 causes the outer clamping members 108 and inner clampingmembers 118 to secure the rails 110 of the seat. The clamping adjustmentmembers 112 include a first clamping adjustment member 112 a and asecond clamping adjustment member 112 b. The clamping adjustment members112 extends through outer clamping members 108 and inner clampingmembers 118 through the first opening 122 (first opening 122 is shownoccupied by clamping adjustment members 112 in FIGS. 6A and 6B).

The first opening 122 extends through first outer seat rail clampingmember 108 a and second outer seat rail clamping member 108 b, bothfirst inner seat rail clamp 118 a and second inner seat rail clamp 118b, and the rotatable core 106 via an elongated passageway extendingalong the first axis 222. As the first clamping adjustment member 112 aand the second clamping adjustment member 112 b are advanced towards oneanother, a clamping force F is applied when a drive end of the firstclamping adjustment member 112 a and a flanged end of the secondclamping adjustment member 112 b act on a ledge near the first opening122 on first outer seat rail clamping member 108 a and second outer seatrail clamping member 108 b respectively. Thus, the force F pulls curvedportions 134 a and 134 b of first outer seat rail clamping member 108 aand second outer seat rail clamping member 108 b towards curved portions136 a and 136 b of the first inner seat rail clamp 118 a and secondinner seat rail clamp 118 b respectively to restrict fore-aft motion ofrails 110 and thus seat 10.

In one embodiment, inner clamping members 118 are separate pieces thatattach to rotatable core 106 as shown in FIG. 2. In one embodiment,inner clamping members 118 are integral with the rotatable core 106 asshown in FIG. 9. As described herein, the pitch and the pitch adjustmentcapabilities of rotatable core 106 are not affected by the clampingforce F applied to retain and restrict movement of the rails 110relative to the system 100.

Referring now to FIG. 7, another configuration for the outer clampingmembers 108 and inner clamping members 118 are shown. In theconfiguration of FIG. 7, the location of first outer seat rail clampingmember 108 a and second outer seat rail clamping member 108 b and firstinner seat rail clamp 118 a and second inner seat rail clamp 118 b arereversed with respect to the sides of rotatable core 106. By reversingthe location of first outer seat rail clamping member 108 a and secondouter seat rail clamping member 108 b and first inner seat rail clamp118 a and second inner seat rail clamp 118 b from the left side to theright side, the offset is mostly eliminated. For example, by swappingsides for first outer seat rail clamping member 108 a and second outerseat rail clamping member 108 b and first inner seat rail clamp 118 aand second inner seat rail clamp 118 b to opposite sides of rotatablecore 106 the offset between the central axis of the seat post 104 (e.g.,centerline C) and the central axis of first inner seat rail clamp 118 aand second inner seat rail clamp 118 b (e.g., midpoint M) is reduced toapproximately 0 mm. As such, the centroid of first inner seat rail clamp118 a and second inner seat rail clamp 118 b (e.g., midpoint M) would beon the axis of seat post 104 (e.g., centerline C).

That is, since there is a 10 mm rearward (toward the rear of the bikeassembly, e.g., away from the handlebars) offset between the centralaxis of seat post 104 (e.g., centerline C) and the central axis VIII ofrotatable core 106. Then, due to the reversal of sides for first innerseat rail clamp 118 a and second inner seat rail clamp 118 b, therewould be a 10 mm forward (toward the handlebars of the bike assembly)offset between the central axis VIII of rotatable core 106 and thecenter axis of first inner seat rail clamp 118 a and second inner seatrail clamp 118 b (e.g., midpoint M). The opposing offsets would providea sum of 0 mm offset between central axis of seat post 104 (e.g.,centerline C) and the centroid of first inner seat rail clamp 118 a andsecond inner seat rail clamp 118 b (e.g., midpoint M).

Referring now to FIG. 8 the base portion 128 includes, for example, apair of tabs 128 a and 128 b formed by the recess 107 (of FIG. 2). Thecentering member 105 is seated within the recess 107 and to receive thefirst threaded member 114 (of FIGS. 5A and 5B). The centering member 105engages the first threaded member 114 and limits the axial movement ofrotatable core 106 in relation to housing 102.

With reference now to FIG. 9, an exploded perspective view of a modifiedsystem of FIG. 1B is shown in accordance with an embodiment. In general,the features and components of FIG. 9 are similar to those alreadydescribed in FIG. 2. As such, and for purposes of clarity, only thedifferences between the features and components of FIG. 9 and FIG. 2 areprovided in the following discussion.

In FIG. 9, the first inner seat rail clamp 118 a and second inner seatrail clamp 118 b (of FIG. 2) are removed. The features of first innerseat rail clamp 118 a are integrated with a first end of rotatable core106 as indicated by first integrated inner seat rail clamp 918 a ofrotatable core 106. Similarly, the features of second inner seat railclamp 118 b are integrated with a second end of rotatable core 106 asindicated by second integrated inner seat rail clamp 918 b of rotatablecore 106. The rails 110 of seat 10 are now clamped directly to rotatablecore 106 by first outer seat rail clamping member 108 a and second outerseat rail clamping member 108 b.

In FIG. 9, the end plates 109 (of FIG. 2) are removed. In oneembodiment, an O-ring 929 is utilized to limit axial movement of therotatable core 106 within the cylindrical bore 103. In one embodiment, afirst O-ring groove 934 is in a portion of an inner wall 933 of thecylindrical bore 103 and a second O-ring groove 935 is in a portion ofan outer wall of the rotatable core 106. When the rotatable core 106 isinserted into the cylindrical bore 103, O-ring 929 will sit in the firstO-ring groove 934 and the second O-ring groove 935 to limit axialmovement of the rotatable core 106 within the cylindrical bore 103.Although only one O-ring 929 is shown, more than one O-ring 929 could beutilized.

In one embodiment, O-ring 929 is optional as once the components areassembled the left to right movement of rotatable core 106 withincylindrical bore 103 would be limited.

With the removal of first inner seat rail clamp 118 a and second innerseat rail clamp 118 b, the embodiment shown in FIG. 9 does not have theability to be converted from a rear offset configuration (as shown inFIG. 4) to an almost nil offset (as shown in FIG. 7) by switching therail clamps' side relative to the rotatable core 106. As such, FIGS. 10and 11 are provided to show two of the plurality of possible seat posthead assembly offsets which uses all the same parts as shown in FIG. 9,save the shape of housing 102.

Referring now to FIG. 10, a left side view of a rear offset housing ofanother exemplary system for coupling the seat of FIG. 1B to a seat tube20 of a vehicle is shown in accordance with an embodiment. In general,the features and components of FIG. 10 are similar to those alreadydescribed in FIG. 4. As such, and for purposes of clarity, only thedifferences between the features and components of FIG. 10 and FIG. 4are provided in the following discussion.

In FIG. 10, a configuration for housing 102 is shown by offset 1030. Forexample, cylindrical bore 103 is located in the design of housing 102such that the midpoint M of the seat rail clamping assembly, consistingof first integrated inner seat rail clamp 918 a of rotatable core 106and first outer seat rail clamping member 108 a, is offset from thecenterline C of seat post 104 thereby providing an offset 1030.

In general, the offset is established based on the shape of housing 102at the time of manufacture. In one embodiment, housing 102 having amanufactured offset 1030 of 20 mm to the rear is discussed. However,since the other components remain the same regardless of the offset 1030designed into housing 102, it should be understood that the offset 1030measurement for housing 102 can be one of any number of values from a 50mm or larger forward offset value through a 0 offset value (as shown inthe housing 102 of FIG. 11) to a 50 mm rear offset value and possiblyeven beyond. The size of offset 1030 would be constrained only by thestrength and strain characteristics of the material used to make housing102. Moreover, since the other components of the seat post head assembly900 remain constant, it is possible that a customer desiring a number ofdifferent offsets for different riding set-ups would order at least oneadditional housing 102 having a different offset and interchange theother components therewith.

With reference now to FIG. 11, a left side view of a no offset housing102 of another exemplary system for coupling the seat of FIG. 1B to aseat tube 20 of a vehicle is shown in accordance with an embodiment. Ingeneral, the features and components of FIG. 11 are similar to thosealready described in FIG. 7. As such, and for purposes of clarity, onlythe differences between the features and components of FIG. 11 and FIG.7 are provided in the following discussion.

In FIG. 11, a configuration for housing 102 is shown having no offset1130. For example, cylindrical bore 103 is located in the design ofhousing 102 such that the midpoint M of the seat rail clamping assembly,consisting of first integrated inner seat rail clamp 918 a of rotatablecore 106 and first outer seat rail clamping member 108 a, is alignedwith the centerline C of seat post 104 thereby providing a zero offset1130.

Referring now to FIG. 12, a cross-sectional view of the modified housinglooking into plane XX of FIG. 11 is shown in accordance with anembodiment. As discussed earlier herein, in FIG. 12, includes O-ring929, housing 102, rotatable core 106 including first integrated innerseat rail clamp 918 a, second integrated inner seat rail clamp 918 b,and an internally threaded inner diameter 1205 therein. Both firstclamping adjustment member 112 a and second clamping adjustment member112 b are independently acting exteriorly threaded fasteners. Thus, eachof the first clamping adjustment member 112 a and the second clampingadjustment member 112 b are individually tightened to provide theclamping force of the outer clamping members 108 while the rotationalaspects of rotatable core 106 remain encumbered.

The foregoing Description of Embodiments is not intended to beexhaustive or to limit the embodiments to the precise form described.Instead, example embodiments in this Description of Embodiments havebeen presented in order to enable persons of skill in the art to makeand use embodiments of the described subject matter. Moreover, variousembodiments have been described in various combinations. However, anytwo or more embodiments can be combined. Although some embodiments havebeen described in a language specific to structural features and/ormethodological acts, it is to be understood that the subject matterdefined in the appended claims is not necessarily limited to thespecific features or acts described above. Rather, the specific featuresand acts described above are disclosed by way of illustration and asexample forms of implementing the claims and their equivalents.

What is claimed is:
 1. A seat post head assembly comprising: a seatpost, the seat post to couple the seat post head assembly with a seattube of a vehicle; and a housing fixedly coupled to the seat post, thehousing comprising: a cylindrical bore therethrough; a first threadedchamber formed through the housing; and a second threaded chamber formedthrough the housing at a location different than the first threadedchamber; a rotatable core for insertion into the cylindrical bore, therotatable core being rotatable after insertion into said cylindricalbore, the rotatable core comprising: a seat rail clamp assembly tofixedly clamp a set of seat rails of a seat and provide independentadjustment of a fore-aft location of the seat without affecting a pitchof the seat; a first threaded member that threads into the firstthreaded chamber and contacts a first portion of the rotatable core; thefirst threaded member to adjust the pitch of the seat without affectingthe fore-aft location of the seat a second threaded member that threadsinto the second threaded chamber and contacts a second portion of therotatable core, the second threaded member to provide a physical hardstop against a change in the pitch of the seat; wherein said rotatablecore is a cylindrical G-shape; said first threaded member contacts saidfirst portion of said rotatable core at either a top portion of saidcylindrical G-shape opening or a bottom portion of said cylindricalG-shape opening; said second threaded member contacts said secondportion of said rotatable core at whichever of said top portion of thecylindrical G-shape opening or said bottom portion of said cylindricalG-shape opening is not contacted by said first threaded member; and saidfirst threaded member and said second threaded member displace an outerdiameter (OD) of said rotatable core within said cylindrical bore whenthey are in contact with said rotatable core.